Carburetor



E. A. WINFIELD CARBURETORy Filed June 2e, 1927s 5 Sheets-Sheetl 3 www E. A. WINFIELD Aug. s, 1933.

CARBURETOR 5 Sheets-Sheet 4 Filed JuneA 26, 1928 Patented Aug; 8, 1933 s Edward A. Winfield, La canada, Calif. Application June 26, 192s. serial No, 288,399

i 14 Claims.

The present invention has to do generally with carburetors and particularly with a type of carburetor having such characteristics that changes in operating conditions are automatically compensated.

The general object of the invention is the provision of a carburetor of such nature` that an internal combustion engine equipped therewith may be operated with maximum speed, power,

use of moving parts.

It is commonly known that moving parts in a carburetor are sources of trouble and generally cannot be kept in adjustment for a satisfactory length of time.

Furthermore,

a complicated carburetor usually cannot be successfully adjusted to operate most efficiently, ex-

cept at the factory, as it is beyond the ability of the average mechanic to make such adjustment. The present carburetor not only permits economical, exible. and smooth operation of the motor,

but it accomplishes these ends without sacrificing maximum power and speed.

An additional important feature of the invention is :that certain parts may be inverted so the carburetor may operate either as a down draft or an upward draft type.

The operation of the carburetor as a down draft type is particularly satisfactory in that no loading or collecting of gasoline particles occurs in the intake manifold (preferably of a down draft type in this instance) o of the engine, as the ow of combustiblemixture from the carburetor is aided rather than vretarded by the force of gravity, which retarding tendency exists in the upward drafttype. With the aid of gravity, less suction is required to' maintain uniform iiow of fuel, and this, in turn, makes it possible to reduce the inlet air velocities in the intake manifold and carburetor passages. 'By virtue of theseconditions, the intake passageways can be increased in size without sacrificing proper slow speed performance of the engine. Larger intake passageways serve to increase the volumetric efficiency of the motor which by virtue of its consequently increased eiciency, develops more power,l especially at high speed.

The manner in which the above and additional features of the invention are accomplished will be most readily and clearly understood from the following detailed description and drawings,in which: s

the annexed Figs. 1 and 2 are plan and side elevation views, respectively, of the carburetor;

Fig. 3 is a sectional view on line 3 3 of Fig. 1, the spray tube and parts within the wells being shown in elevation;

Fig. 4 shows a broken away portion of Fig. 3, the spray tubes being shown in section and the throttle valve being shown in changed position;

Fig. 5 is another fragmentary view of'Fig. 3 illustrating the valve in another position;

Fig. 6 is an enlarged, fragmentary section on line 6 6 of Fig. 3v; g. Fig. 7 is an enlarged fragmentary sectionA on Fig. 8 is an enlarged, fragmentary section on line 8 8 of Fig. 3;

Figs. 9 and 10 are detached viewsv of the throttle or valve device;

Fig. 11 is a view generally similar to Fig. 5 but with the throttle valve removed;

Fig. 12 is a section online 12-12 of Fig. 1;

Fig. 13 is a fragmentary section on line 13 13 ofA Fig. 1; 1

Fig. 14 is a fragmentary'section on line 14-14 of Fig. 1;

Fig. 15 illustrates a variational type of carburetor body construction to permit the adjustment of certain parts to inverted position;

Fig. 16 is a section on line 16 16 of Fig. 15; and

Fig. 17 is a fragmentary section on line 17 17 of Fig. 3.

Referring to the drawings, numeral 20 indicates a carburetor body which is seen to dei-lne a oat bowl, generally indicated at 2l, an air inlet 22,15. combustiblel mixture outlet 23, and a valve or carbureting chamber 24. As will later be seen the body may be formed sectionally to enable adjustment of the carbureting chamber to inverted position from that shown in Fig. 3, but for present purposes of description the body may be considered as having unitary construction, and the position of the carbureting chamber in relation to the float bowl fixed as shown in Fig. 3. The oat bowl embodies a liquid inlet 25,A a screened passage.26 leading from the inlet to the bowl interior, and a needle valve 27 for regulating the flow of liquid from passage 26'into the bowl. A oat or liquid level control 28, pivotally-mounted to the body at 28a, and pivotally joined to the valve at 28h, serves to adjust the valve vertically in accordance with the liquid level in the bowl. Atmospheric access'to the interior of the' bowl is` gained through passageway 29. Since the structural nature of the iloat bowl is in no way controlling on one phase of the present invention and since the bowl may be of any suitable standard type, the disclosed bowl, in view of this one phase may be considered merely as typical.

Inlet 22Y and outlet 23 are of circular cross section and are seen to converge slightly toward valve chamber 24, which chamber is of cylindrical formation, the common axis A--B of the inlet and outlet intersecting axis C of the valve chamber at substantially right angles.V Rotatively mounted in chamber 24 is a cylindrical throttle or valve drical formation and adapted to register with the inlet and outlet passageways when theplug is in the full open position of Fig. 5. As will later be made apparent in a description of the carburetor operation, passageway 32 may be considered a mixing or carbureting chamber. Slots 34 and 35 are formed in the valve as indicated in the drawings, these slots extending from the outer surface of the valve into passage 32 and serving purposes which will hereinafter be described. The valve has formed on one of its ends a shoulder 36, (Figs. 9, 10 and 12) the purpose of this shoulder being to limit the movement of the valve in the f direction indicated by the arrow' D (see Figs. 3

and 12) through engagement with the end of adjustable screw 38, releasably positioned by lock nut 38a and mounted in the carburetor body, and

Ain an opposite direction through engagement with a body rib 37 extending between the journal boss 33 and the body 20. Clamped to trunnion 3l is an arm 39 to which suitable attachment may be made for eiecting and controlling the movement of the valve. Thus it is seen Vthatvbody rib 37 serves as a xed stop to limit the rotation of the valve at wide open position, and screw 38 embodies an adjustable stop to regulate the extent of opening of the valve in its idling position.

Within bores 40 and 41 in the carburetor body and oiset from the air inlet 221, is a pair of reservoirs or wells `generally indicated at 42 and 43, these wells being termed respectively, the .intermediate speed well and the high speed well; the reason for which terminology will later appear.- It is a feature Yof particularadvantagethat the wells are oiset from the inlet'22, thus permitting the intake air to now into the carbureting cham- Y,ber obstruction, this being desirable to -enable the equippedmotor (not shownf.

The liquid iiow into the well may be regulated by turning head 48 of needle valve 46, threaded through the bowl cover as at 47, this needle serv- 'ng to restrict the paage of uid through port 45.' Well 43 is similarly communicable'with the bowl interior through passageway 44a and port 45d, the amoimt of liquid flowing from the bowl.- i intofwell 43 being regulated by needle valve 46a threaded through the bowl cover'and located in relation to Vvalve 46 in the position `clearly illustrated. in Figgrl. Thus it is seen that the wells are in separate communication with the bowl and that separate regulation mayI be made of the liquid flow to each well.

Bores 40 and 4-1 are threaded' within their lower portions to 'support tubes 50 and 5l, the tubes having lower enlarged threaded portions 50a andv 51a, respectively, for engagement with the bore threads. These tubes are drilled vertically at intervals, as at 52, and to terminally bear at their upper ends against the shoulders 53 at the ends of the bores. Extending upwardly from the intermediate speed well and co-axial with bore 40 are bores 55 and 56, progressively smaller in the order named, bore 55 being in communication with a horizontal bore 57. Extending above the high speed well and co-axial with bore 4l, is a bore 58, opening into a horizontal bore 59, the latter being co-axial with bore57. Plug 54a is screwed into the lower end of bore 41, vand is spaced at its inner end from the threaded enlarged end 51a of tube 51 to form a liquid receiving space into which liquid flows from the bowl through passageway 44a. Integral with I plug 54, which is screwed into bore 40 and spa'cedfrom end 50a of tube 50, is a tube 60 extending inwardly, in annularly spaced relation, through tube 50,'through bore 55 and annularly spaced from the walls thereof,` and terminally fitting snugly within b ore 56, as illustrated at 611. Tube is drilled at 62, as indicated in Fig. 6. -A liquid level .is maintained in the oat bowl such that liquid may flow into the wells through lines 44 and 44a and rise to a level near the upper ends of bores 40 and 41, this level being substantially that illustrated by line L-L of Fig. 3. It is evident that in the intermediate speed well, liquid at height L--L will be contained within tube 60, between vthat tube and tube 50, and between the latter tube and the'bore wall 40, .communication being established between the bore -wall and the tube interiors by means of apertures 52 in tube 50 and aperture 62 in tube 60. Similarly, liquid in well 43 may rise to height L-L withintube 51 and between that tube and the bore wall 4l.

As indicated in Fig. 6 an atmospheric inlet passage '63 opens into. the intermediate speed well at the uppermost portion of bore 40 adjacent shoulder 53. Screwed into the end of passage 63 is an apertured plug 64 having an air` passageway made upof a dlametrically extending portion 64a and an axial portion 64b, the latter being 'a comparatively restricted passage of predetermined size for controlling the amount of air admitted to'the well through passage 63. u A similar atmospheric inlet 66 extends into the high speed well, the flow 'of air into, this well 131)' being regulated by plug 68 having a restricted passage similar to passage 64b in plug 64. When itis desired to admit air to either Well in differ-l ent amount from that obtainable through a plug having a certain sized air passage, that plug may be replaced by another having a passage of 4such size as to permit the. desired ilowof air therethrough. l

Mounted above and in communication with the intermediate speed well is an auxiliary or idling speed control device, generally indicated at 70. Embodied in the idling speed control is a bore 71 in communication with the bore of tube 60 and with passageway 56 leading from' the intermediate speed well, and a relatively small la4 bore or jet 72, extending between bore' 71 and the carbureting chamber l32. Bore-'71 is in communication with the atmosphere through aper tu ed plug 73, the amount of air flowingfrom th| `latnqsphere through bore 74 into pore 71 150 'passageway or bore 56 into bore 71, andV also causing atmospheric air to be drawn into the latter bore through passageway 74 in plug 73, the mixture of fuel and air being drawn from bore 71 through the jet 72 into the carbureting chamber 32. For a constant suction pressure in chamber 32 the amount of fuel drawn through the jet from the intermediate speed well may bev controlled by the idling speed air adjustment screw 75, as it is evident that as more air admitted to bore 71 through passage 74, the less effective becomes the suction tending to draw feed liquid upward in passage 56. The discharge of fuel through tube 60, as described, may be accompanied by a slight lowering of the liquid level in the well between tubes 50and 60 and between tube 50 and the bore wall 40.

Extending horizontally and diametrically across the carburetor air inlet 22 is a removable tube 76, termed the high speed spray tube for reasons that will later be madeb apparent, this tube extending within and snugly fitting in body bores 59 and 76a, at opposite sides of the inlet, as clearly illustrated in Fig. 8. Tube 76 is releasably held in position by means' of set screw 77, extending through bore 77hA and threaded into tube 76 at 77a. The tube is seen to have relatively large and relatively small co-axial bores 7Gb and 78a, respectively. Extending within and having a press fit in the smaller bore 78a, is an intermediate speed spray tube 78 spaced from bore wall 76h as at 79. Tube 78 extends beyond the intake end of the high speed spray tube and ts snugly in bore 57, previously described, thus establishing communication between the intermediate speed well and the interior of the intermediate speed spray tube. Tube 76 has nozzles or `iets 80, increasing in size toward the open end of the tube and extending horizontally on opposite sides of lthe tube, substantially across one half of theinlet, these jets establishing communication between-space`79 and the inlet 22. Jets 80a, similarly formed, extend through the high and intermediate speedtubes along their engaged portions and in line with jets 80, and substantially across the other half of the inlet, thus forming openings from the interior-of tube 78 into the inlet 22. The sprayVV tubes are purposely constructed and mounted in lthe described unitary manner to facilitate their removal from the carburetor body. Thus, should it be necessary to remove the tubes for cleaning or for replacement with a similar pair of spray tubes having different sized jets, it is but necessary to remove set screw 77 and to pull the tube assembly outward through bore 76a` It is evident that suction exerted on the intermediate speed well throughjets 80a results in liquid being drawn upward from between tubes 50 and 60 into bore 5.5,. then into bore 57 and tube 78, and outward into the air inlet through jet 80a. During the discharge of fuel from the intermediate speed well, the liquid outside tube 60 is depressed fromlevel L--L, and apertures or ports 52 are successively uncovered, thus permitting air to iiow from passageway 63 intothe space above the liquid level between tube 50 and wall 40, and thence through the uncovered apertures `52 to be mixed with liquid being drawn upward within tute 5o.v vThe amount of air mutated to the intermediate speed well and therefore the amount of suction tending to draw liquid from that well through jets 80a, is dependent upon the size of passage 64b in plug 64,previously described. When discharging under full intermediate speed operation, the liquid inthe in# termediate speed well preferably is completely depressed and the entire feed is drawn through passageway 44 leading from thedloat bowl. It is seen that the lowermost apertures, 52a, intube 50 are somewhat larger` than apertures- 52, forthe reason that when the liquid has been'depressed to a low level in the well, it is desirable to discharge the last portion at a high rate before taking suction direct from the bowl through passage 44.

Liquid is discharged from the high speed well into inlet 22 in a manner generally similar to that described for the intermediate speed well. Due to suction through jets 80, the liquid rises within tube 51 in to bore 58, then flows into horizontal bore 59 and the space 79 between tubes 76 and 78, and thence into the air inlet 22 through jets 80. Air, in regulated amount,- is admitted to the high speed well through plug Y68 and is mixed with fuel within tube 51 in amount according inlet 22 is a partition plate 81 which, for purposes V of economicA manufacture, may be formed integrally with the sides of the inlet and which is drilled at 81a to receive tube 76, the partition projecting slightly above the tube as at 81h. Thus it is seen that the partition divides the inlet into two passageways, one, 22a, for directing a portion of the inlet air past high speed jets 80, and the other, 22h, for directing air past the intermediate'speed -jet 80a. As clearly'illustrated in Fig.'3j`the valve is spaced in close proximity to the partition land outer tube 76, as at S, this space -being suilicient to `permit the iiow of air, in certain instances which will later be described,

Y froml the inlet passageway 22a through space S and into the upper portion of passageway 22h.

I will now describe generallyI` the operation of 1 the carburetor, assuming that fuel is to be supplied to the motor operating rst at idling speed, then at intermediate speed, and finally at high speed. The idling speed position of the throttle valve is indicated in Fig. 3. It is seen that suction .from the engine manifold (not shown but applied to the `flange 20c in the usual manner) ly small openingA 0', defined by the valve and o through outlet 23, occurs through'a comparativethe body 20. In this position .of the valve, air

is taken into the carbureting chamber through openings R and T, formed by valve slots 34 and 35, the openings being in communication with inlet airpassageways- 22a and 22h, respectively.

Due to suction created in chamber 32 from th engine, liquid fuel and air are drawn into the 1 chamber through the idling speed jet 72, previously described. Y

. As the engine accelerates from an idling speed toward intermediate speed, resulting from the movement of the valve from the position of Fig.

3 in the direction of arrow D, the opening O is increased inlsize, thus causing in creased suction from the engine tending to exhaust'the carbureting chamber. During this operation opening R becomes further closed and opening T further opened so that the combined area of the inlet openings remains substantially constant, the greater portion of air obviously being taken intothe carbureting chamber through opening T. 'Ihe increased amounts of fuel and air taken into the carbureting chamber due to the increased suction therein, are in such proportions that the composition of combustible mixture discharged through opening O during the described variations within the idling speed limit is substantially constant.

During the operation of the idling speed jet,

air flows past the intermediate and high speed jets through openings R and T, respectively, with suiiicient velocity that suction is exerted in these jets, due to the flow of intake air past them, causing liquid to be drawn from. the well into the spray tubes. The suction is not sucient, however, to draw fuel from the jets, ybut merely to hold it in readiness for immediate discharge should the throttle suddenly bev opened to full 'intermediate or high speed position. It is therefore evident that should the throttle be opened from the position of Fig. 3, -to the intermediate speed position of Fig. 4 or the high speed position of Fig. 5, fuel is held in the spray tubes ready for immediate discharge, so that lagging does not occur. As the valve plug is rotated to open position it has a sweeping motion over the spray tubes and causes the jets to be successively ybrought into the direct path of the intake air, and to successively discharge fuel to the carbureting chamber.

. In Fig. 4 it isseen that during operation of the carburetor at full intermediate speed, the entire amount of air taken into the chamber 32 from inlet 22 ows through opening T, the greater the idling speed jet 72, due to the decrease in suction in chamber 32 as the valve is moved to open position, or as inlet T is increased and the amount of inlet air becomes greater. When the valve is moved to the wide open or high speed position of Fig. 5 the idling speed jet '72 becomes closed and fuel is sprayedinto the chamber 'through both l`the intermediate and high speed jets. It is an advantage that in this position of the valve, the passage of air through inlet 22 is substantially unrestricted in its flow through the carburetor to the' engine manifold.-

As illustrated in Fig. 3 the intermediate, and

high speed jets a and 80. become progressively of larger diameter insequence in the direction of movement of the valve, this feature being of advantage in that as the opening T becomes greater as the valve moves to open position, the velocity of intake air may decrease and become less effective in drawing fuel from the spray tubes. However, by increasing the sie of the jets, the discharge of fuel therefrom is facilitated,

and although the intake air velocity'is decreased,V

is occurring substantially through jet J, and to proper discharge from the spray tubes is maintained. Due to the extremely high velocity of discharge of fuel from the 4spray tube, it is evident that thorough admixture of this fuel with the'intake air is eiected before the combustible mixture leaves the carburetor.

The combined area 'of 'the jets in either spray tube preferably is substantially equal to the area V of the valve opening in the feed liquid inlet to the well'from which the tube is supplied. That is for example, the combined area of the intermediate speed jets 80a is substantially equal to the effective opening of port 46. The sizes of the jet openings may be determined by drilling the first intermediate speed jet J to deliver fuel in desired amount when the throttle is near the start oi' its intermediate speed path and when the entire discharge from the intermediate speed tube progressively increase the size of the remaining jets 80a, having their total area; equal that of the etfective area of port 46.'

In Fig. 15 I vhave illustrated an embodiment of thefinvention, generally similar to the hereinabove describedcarburetor, with the exception that the Vbody has certain structural characteristics that high speed wells 42 and 43, and a-section 20b containing carbureting chamber' 32, Vinlet 22 and outlet 23, the latter section being joined to section 20a as at 85. In order to convert the ltype of carburetor illustrated in Fig. 3 to that of Fig. l5,

it is but necessary to divide the carburetor body,

as illustrated, along the line416-16 and to alter the position of parts of the idling speed control according to the changes made in body structure, to enable this control to operate at various adjusted positions of body section 20h. Spray tube 76 is mounted in a manner similar to that previouslydesc'ribed, extending through the in- 125 let 22 and snugly fitting the ,wall of bore 59 in section 20a. By virtue of the snug fit of the spray tube in bore-"5 9,- the tube may be used as means of supportfor body section 20h relative to section 20a, however, I preferj to Vjoin the 130 body sections securely by means Aci? screws 87 extending through jiange portion 89 of body section 20a.- It is evident that section 20h may be rotatably adjusted about spray tube 76'as anaxis, that is, it may be rotated tov the upright position of the previously described carburetor type (as shown in dotted lines in Fig. 15) or may be inverted as shown in Fig. 15,` or may be adjusted in any intermediate position.

In adapting the idling speed device to this parlticular form of carburetor body, a circular groove cular groove 86 and the interior ofthe carburet- 150 ing chamber is established by means of the idling speed jet bore 72a, formed in body section 20h and adapted to register with the circular groove in all adjusted positions of section 20h. With the chamber 32 in inverted position, the carburetor operates as a down draft-type, advantages of which have been set forth hereinabove.

Although numerous advantages of the invention will be apparent from the foregoing description, certain salient features are emphasized at this point as being of special importance. "The feed liquid wells have compensatory characteristics in that by their use, the feed is available for instantaneous delivery to the spray tubes when rapid acceleration of the motor is desired, and that the amount of liquid held in the wells is sufficient to feed the jets until delivery to the tubes is made direct from the liquid inlets feeding the wells from the bowl. With the carburetor suitably adjusted, proper performance may be had at varied altitudes. The adjustment features are such that when the carburetor operates at high altitude and the amount of air drawn through the carburetor is reduced, the discharge of fuel into the carburetorchamber is automatically reduced and the eifects 4of increased altitude compensated. The effects of temperature changes tending to alter the condition of the air are similarly compensated. l

The carburetor is extremely -reliable in operation, due to the absence of moving parts likely to aiord diiculty in maintaining proper adjustment. It is evident that as the throttle valve is opened or closed the composition of the combustible mixture discharged from the carburetor is controlled entirely by the velocity and suction of the air acting upon apertures ofxed sizes. -As'hereinbefore set forth in detail, the motor is able to operate with added efficiency due to the large area of the restricted part of the air passage into the carburetor when the throttle is in open position, the use of the large air passage being made possible because the spray tubes are able to operate eiciently at extremely low suction. Because of the preliminary of air and fuel in the compensating wells, and due to the discharge at extremely high velocity of this mixture through the spray tubes, the fuel is broken up into a fine mist and thoroughly mixed with air before leaving the carburetor. Although the carburetor in any single adjustment Ais adapted to perform efficiently within a wide range of operating conditions, this range of operability may be further increased by numerous means of adjustment previously described.

It will be understood the drawings and description are to be considered merely as illustrative of and not restrictive on the broader claims appended hereto, for various changes in design, structure and arrangement may be made without departing from the spirit and scope of said claims.

' I claim:

1. In a carburetor, a spray tube assembly em bodying an outer tube having a closed end and a pair of co-axial bores, the smaller bore extending from said closed end to an intermediate portion of the tube and the larger bore extending from said intermediate portion -to the open end of the tube, and an inner tube of outside di-j ameter substantially equal to the diameter of said smaller borean end of the inner tube having a tight tin said smaller bore and extending within and spaced from the larger'- bore wall to project beyond the open end of the outer tube,

the outer tube having-a jet opening through the wall of said larger bore, and both tubes having co-axial jet openings through their engaged portions. v

y 2. In a carburetor for a motor, a body having an air `passage and a valve chamber in said passage, a pair of feed liquid wells in the body and offset from said passage, a pair of spray tubes, the first tube extending into said air passage and in communication with one Well, the second tube being in communication with the other well and extending within said first-tube and spaced,

therefrom throughout a portion of its extent, said tubes being drilled to permit the ow of fuel' from the one well into said chamber through the outer tube and from the other well through the inner tube, anda valve plug rotative in said chamber and provided with a passage, said valve being adapted to regulate the flow of air past said tubes.

3. In a carburetor for a motor, a body having an air passage and a 'valve chamber in said passage, an intermediate and a high speed feed liquidv well in the body, said wells being oset from said passage, a high speed spray `tube in communication with the high speed well and extending across said passage normal to the ow of intake air, an intermediate speed spray tube in communicatin with said intermediate speed well and extending within the 'other tube and spaced therefrom throughout a portion of its extent between the inlet end of the high speed tube and a point intermediate the walls of the carburetor air passage, said tubes being drilled to separately discharge fuel into said chamber, an idling speed jet fed from the intermediate speed well and adapted to discharge into said chamber, and a cylindrical valve plug in said chamber and adapted through its successive movements to cause successive discharges of fuel from the idling speed, intermediate speed and high speed jets in thel order named.,

4. In a carburetor, a body having an air inlet and outlet and a valve chamber between the inlet and outlet, an outer spray tube extending across .1

said inlet and having a plurality of high speed jets adapted to discharge into one half of the inlet, an inner spray tube within the outer tube and having a plurality of intermediate speed jets extending through the outer tube and adapted to i:

discharge into the other half of said inlet, a partition plate disposed centrally and longitudinally in the inlet and in engagement with said outer tube between the inner tube and outer tube jets,

and a cylindrical ported valve plug having a passage and mounted for rotatory movement within the chamber and in close proximity to said outer tube and plate, said plug in one position having its passage in registration with said inlet 1 and outlet and allowing equal amounts of air to flow past the high speed and intermediate speed jets, and in its intermediate positions having its passage partly closed to saidinlet to allow intake ,air to flow in greater amount past the intermediate speed jet than past the high speed jet. y 5. In a carburetor, a body having a single air passage and an air inlet and outlet, a valve chamber between said inlet and outlet, a single Venturi throat at the inlet end of said valve chamber, a

spray tube extending across said Venturi throat, and a cylindrical valve plug mounted for rotatory movement in said chamber andhaving a cylindrical passage extending at right angles to the axis of said plug, the passage being adapted to register with said Venturi throat andthe outlet when the Valve plug is in open position, the plug in its closed position having a discharge opening between the passage and said outlet and a pair of suction openings between the passage and said Venturi throat, said valve plug being adapted to move toward open position so that said outlet opening increases in size while one of said inlet openings increases and the other decreases in size.

6. In a carburetor, a sectional body, a first section containing a iioat bowl, a second section containing a carbureting chamber, said second section being connected to the rst section so as to be rotatively adjustable with relation thereto, and a spray tube for delivering fuel from said bowl to said chamber, said second section being rotatable about the spray tube.

7. In a carburetor, a sectional carburetor body, a first section containing a float bowl, an intermediate and a high speed well in communica- .tion with said bowl, a flanged end portion, a bore in said end portion and in communication with said wells, an annular groove in the end portion and concentric withA said bore, an idling speed jet feed passageway extending between the intermediate speed well and said groove; and

a second section containing an air inlet and outlet and a carbureting chamber between the inlet and outlet, a spray tube extending across the inlet and projecting into and engaged insaid bore, said second sectionbeing joined to the rst section at 'its flanged end portion and rotatable with relation thereto about said tube as an axis, and an idling speed jet bore' in the second section opening at its one end into the carbureting chamber and at its other end into said annular groove and adapted to register with said groove as the body sections are rotated relative toone another. v

8. In a carburetor,` a body having an air passage, a spray tube assembly extending across said passage and comprising a pair of concentric tubes having a fluid passage therebetween, means for supplying fuel to the spray tubes, said tubes being apertured so that fuel is delivered to Asaid passage respectively from the inner and outer tubes at separate portions of said passage, a partition extending longitudinally in said passage between said separate portions thereof, and a valve in said passage adapted to permit the flow of air successively through said separate portions of the air passage as the valve is moved from closed toward open position.

9. In a carburetor having a fuel and air mixing passage, a partition extendingv longitudinally within said passage, a throttle valve for regulating the flow of air therein, said valve .in moving from closed toward open position being adapted to permit a greater flow of air through saidpassage at one side of,v said partition than at thevother side, spray tube means extending within said passage transversely to theilow of4 air therethrough and adapted todischargefuel, under control of said valve at opposite sides of said partition and means for supplying fuel to said spray tube means.v v

10. In a carburetor having a fuel and air mixing passage, a partition extending longitudinally within said passage, a throttle valve for regulating the iiow of air therein, said valve in moving from closed toward open position being adapted to permit a greater ow of air through said passage at one side of said partition than at the other side, a spray tube extending transversely of said passage from the side wall thereof and adapt- 'ed to discharge fuel at one side of said partition 11. In a carburetor for a motor, a bodv having an air passage, a partition in the passage, a valve at one end of the partition, a constant level supply bowl, a single Venturi throat in said passage,

a pair of feed liquid wells in said body and offset from said passage, the wells being in communication with the bowl, a pair of fuel sprays both discharging into said Venturi throat at opposite sides of the partition, the rst spray being in communication with one of the wells, the second in communication with the other well, a valve movable transversely of the plane of the partition and operable to cause the ow of air past one side of the partition before any substantial air flow occurs past the other side, so that one spray is caused to discharge fuel before the other.

l2. In a carburetor for a motor, a body having an air passage, and a valve in said passage, a constant level supply bowl,a single `Venturi throat in said passage, a pair of feed liquid wells in' said body and offset from the air passage, the wells` being in communication with the bowl, an idling jet fed from one of the weils, an intermediate and a high speed spray passage within said single venturi at points intermediate its ends, the intermediate speed spray passagebeing in communication with one of the wells andthe high speed spray passage in communication with the other well, one of said spray passages extending within said partition, and a valve within said chamber for controlling the passage of"ai1' through the chamber and adapted through its successive movements to causesuccessive discharges of fuel from the idling speed jet and intermediate speed, and high speed sprays in the order named, said valve operating to cause the flow of air past one side of said partition in greater amounts than past the other side as the valve moves from closed to open position.

13. In a carburetor, a body having an passage and a valve in said passage, a fuel supply chamber, -a single Venturi throat in said passage, a pair of fuel wells in said body andA oiset from the air passage, said wells being in communicationwith the fuel chamber, a partition extending longitudinally within said venturi, a pair of fuel spray passages communicating with said wells and extending transversely within said air passage, one of the passages extending Within said partition, said fuel passages discharging' at opposite sides of the partition, and a throttle valve in said passage operable in moving from closed toward open position to cause a substantially greater ow of air past `one side of said -partition than past the other side. 1

14. In a carburetor, a body having an' air passage and a valve in said passage, a single Venturi throat in said passage, a pair of sprays, both discharging into said Venturi throat, the rst disfrom said sprays, and rotatable valve in said Y passage adapted through successive Vmovements to permit the flow of inlet air past one spray and past one side of the partition before any substantial amount of inlet air flows past the other spray and past the other side of theV partition, said valve` being movable in a `direction transversely of the plane of said partition. Y Y

' EDWARD A. WINFIEILD. 

